Motor-control system



May 20, 1930.

W. J. NEUSTEDTER MOTOR CONTROL SYSTEM Filed April 28, 1928 2 Sheets-Sheet l 1N VENTOR )1 TTORNE Y May 20, 1930.

w. J. NEUSTEDTER MOTOR G'QNTRQL SYSTEM Filed April 28, 1928 2 Sheets-Sheet 2 Patented May 20, 1930 UNITED STATES PATENT OFFICE WALTER J. NEUSTEDTER, OF NORTH MILWAUKEE, WISCONSIN, ASSIGNOR, BY MESNE ASSIGNMENTS, TO CUTLER-HAMMER, 11 553., A CORPORATION OF DELAWARE MOTOR-CONTROL SYSTEM Application filed April 28,

This invention relates to improvements in motor control systems.

The invention is especially applicable to elevator control systems wherein the elevator car is controllable by a switch or switches therewithin and also by a switch located at one or each out a plurality of landings.

An object of the invention is to provide such a system with means insuring against use of the landing switch or switches in interference with the switch or switches within the car.

A further object is to provide such interference preventive means which will give the occupant of the car complete control until voluntarily surrendered, preferably by opening and reclosing the car door.

Other objects and advantages of the invention will hereinafter appear.

The accompanying drawings illustrate dia grammatically one embodiment of the invention which will now be described, it being understood that the invention may be embodied in other forms and may be employed in other relations falling within the scope of the appended claims.

In the accompanying drawings Fig. 1 is a simplified diagram of a system which is illustrated in further detail in Fig. 2.

Referring to Fig. 1 of the drawings, the same illustrates by way of an across-the-line diagram a three landing elevator control system wherein the motor 1 is of an alternating current type to be su aplied from a two phase, tour wire circuit comprising lines L L L and L.

The system illustrated is in general of well known form, certain interlocking contacts, protective switches and the like havi omitted for simplicity of illustration. Also for simplicity of illustration the contacts of various switches have been indicated by parallel lines, a diagonal line being added for normally closed contacts as is customary in across-the-line diagrams.

The s stem comprises reversing switches U and D and a main switch M to complete the motor circuit for operation in reverse directions. he reversing switch U has main con tacts 2 and 3 forming a double pole switch to be closed upon energization of winding 4, and

1828. Serial No. 273,552.

auxiliary contacts 5 to be closed at the same time. Reversing switch D has main contacts (3 and 7 forming a double pole switch to be closed upon ener 'izat-ion of winding 8 and auxiliary contacts 9 to be closed at the same time. As will be understood, the main contacs of the reversing switches control the motor circuit while their auxiliary contacts ol the winding 10 of main switch M, salt switch having main contacts 11 and 12 form ing a double pole switch to be closed to complete two line connections of the motor circuit upon energization of winding 10. The usual interlocking contacts on the reversing switches have been omitted for simplicity of 'lluslr'ition.

The reversing switches U and D are provided with control relays UR and DR, respectively, relay UR having normally disengaged contacts 13 in circuit with winding 4, and relay DR having normally disengaged contacts 14 in circuit with winding 8. Relay UR has a winding 15 while relay DR has a winding 16.

The relays UR and DR are controllable by a set of push button switches C provided for mounting within the elevator car and a set of push button switches L provided for location at the several landings, said push button switches controlling said relays subject to influence by a floor selector s itch S operated by or in synchronisni with the car.

The switch S comprises stationary contacts. 2%) and 21 c mooted to winding 15 of relay UR, statioi y contacts 22 and connected to winding 16 or" the relay DR, a contact 24 to c 3'. contact 20, a Contact 25 to engage contacts 21 and 22 selectively, and a contact 26 to engage contact The contacts 24-, 25 and 26 are so controlled by movement of the elevator car as to interrupt the circuit of the relay UR or relay DR, as the case may be, when the elevator car reaches the selected landing. Also, as will be understood, the switch S functions according to the position of the car to insure proper directional control of the motor upon operation of the push button s' itches.

Car switches C comprise switches 30, 31 and 82, one for each landing, each of said switches being of the double throw type,

biased to up position and landing switches L comprise switches 33, 34 and 35, one for each landing, and each of the double throw type, biased to up position. The circuit connections of these switches are such that when depressed switches 30, 31 and 32 function like switches 33, 34 and 35, respectively. More particularly, with the switch S in'the position shown, depression of either switch 30 or switch 33 completes the circuit of winding 15 of relay UR, while depression of either switch 32 or switch 35 completes the circuit winding 16 of relay DR. With the switch S in position to engage contacts 21 and 25 depression of either switch 31 or switch '34 completes the winding circuit of relay UR, whereas with switch S in a position to engage contacts 25 and 22 depression of either of switches 31 and 34 completes the winding circuit of relay DR.

For maintaining the circuits established by the push button switches pending arrest of the elevator car there are provided relays R, R and R The winding of relay R is included in the circuit controlled by push button switches 30 and 33, and said relay has contacts 37 which upon'response of said relay shunt the down contacts of switches 30 and 33. Relay R has a winding 38 in the circuit controlled by push button switches 31 and 34, and has contacts 39 to shunt the down contacts of said switches 31 and 34 when said relay responds. Relay R has a winding 40 in the circuit controlled by push button switches 32 and 35 and has contacts 41 to shunt the down contacts of said switches 32 and 35 when said relay responds.

Also, as is customary in this type of control, there is provided a push button operated stop switch 42, a car door switch 43, and a series of landing door switches 44 so connected in circuit that opening of any one of the same effects deenergization of all of the switches heretofore described. Thus, as will be understood, opening of any one of switches 42, 43 and 44 will effect stopping of the motor and will prevent restarting of the motor until said switch is reclosed.

The interference preventive means comprises a relay R having normally closed contacts 45 and 46 forming a double pole switch to be opened by energization of winding 47. The contacts 45 control a common line con nection for the landing push button switches 33, 34 and 35 and thus provide for disabling said switches upon energization of winding 47. W'inding 47 is connected across lines L and L through a resistance r, the car door switch 43 and the landing door switches 44, but is normally short-circuited through its contacts 46 and the up contacts of the car push button switches 30, 31 and 32 whereby it only becomes effective upon depression of one of the car push button switches.

Assuming depression of any one of the car push button switches, the short circuit around Winding 47 is interrupted, whereby said winding is energized, assuming the car door and landing door switches to be closed. Hence upon depression of any one of the car push button switches relay R is rendered responsive to disengage its contact 45, thereby disabling all landing push button switches 33, 34 and 35. Also, at the same time relay 47 renders the depressed car push button switch ineffective to reestablish the short circuit around winding 47, since contacts 46 are disengaged at the same time contacts 45 are disengaged. Accordingly the landing switches are maintained disabled pending deenergization of the winding 47 by opening of the car door switch or the landing door switch, or some other preferred switch provided for the purpose. As illustrated, the stop switch 42 may be operated at any time to bring the motor to rest, but this switch is not so located as to deenergize the relay R As will be apparent, should the elevator car be brought to rest automatically or by depression of the stop switch the car door must be opened and reclosed before the sys tern is again placed under the control of the landing push. button switches. When relay R is deenergized, as by opening of the car door switch, its short-circuit is reestablished through its contacts 46 whereby control of the landing push button switches is preserved until one of the car switches is again operated.

More particularly describing the control circuits and assuming depression of push button 30, circuit may be traced from line L by conductors 50 and 51 through the up con tacts of switches 32 and 31 to and through the down contacts of switch 30 by conductor 52 through the winding of relay R by conductor 53 through contacts 24 and 20 of switch S to and through the winding of relay UH by conductor 54, through stop switch 42 and door switches 43 and 44 to line L Alternatively assuming depression of push button switch 33 circuit may be traced from line L by conductors 50 and 55 through contacts of relay R to and through the down contacts of switch 33 and thence through the winding of relay R, switch S and the winding of relay UR as previously traced. Thus depression of either switch 30 or switch 33 effects energization of the relay UR and also relay R which establishes a maintaining circuit shunting both sets of push button switches. Such maintaining circuit may be traced from line L by conductors 50 and 55 through contacts 37 of relay R and thence through the winding of said relay, switch S and the winding of relay UR as already traced.

Again assuming depression of switch 30, it will be apparent that such operation of said switch opens the short-circuit around the winding 47 of relay R said short-circuit extending from the lower terminal of said winding through contacts 46 to and through the up contacts of switches 30, 31 and 32 in series by conductor 51 to the upper terminal of said winding. Accordingly depression of switch 30 or in fact any one of the car switches throws the winding 47 across the line, one terminal thereof being connected by conductors 51 and to line L and its other terminal being connected by conductor 56 through resistance r by conductor 57 to and through door switches 48 and 4A to line L. Relay R is thus rendered responsive to disable the landing switches through disenga ment of contacts 45 as previously explained and to disengage contacts t 10 to interrupt at a second point the shunt around winding 47 whereby said winding is permitted to remain energized upon release of any depressed car switch.

The foregoing description of circuits will enable all push button switch circuits to be readily understood and the remaining control circuits are both obvious and well understood. In this connection it may be men tioned that resistances r and r in circuit with the windings of the reversing switches and the main switch are merely for protection of said windings.

The motor connections may be traced as follows. Assuming closure of the reversing switch U and main switch M, circuit may be traced from line L through contacts 2 to motor terminal 62, from line L through contacts 11 of the main switch and contacts 3 of switch U to motor terminal 60, from line L through contacts 12 of the main switch to motor terminal 61, and from line L directly to motor terminal 63. Assuming closure of reversing switch D and the main switch circuit may be traced from line L through contacts 6 to motor terminal 60 from line L through contacts 11 of the main switch and contacts 7 of the reversing switch to motor terminal 62, the other motor connections being as previously traced.

l l hile it is customary to provide the tc-m herein described with an electromagnetically controlled brake, such brake and its control means have been on'iitted for sin'iplicity of illustration, and as will be understood the interlocking contacts omitted for a like purpose include such as those usually associated with the reversing switches to control the continuity of the feed circuit of the landing push button switches.

V hat I claim as new and desire to secure by Letters Patent is:

1. In a motor control system, the combination with motor controlling means including a plurality of starting elements and a safety device, of means rendered effective upon operation of certain of said elements to disable other of said elements pending subsequent operation of said safety device.

2. In a motor control system, the combiiuu tion with motor controlling means including a plurality of sets of starting elements and a safety device, of means rendered effective upon operation of any element of one of said sets to disable all elements of another of said sets pending subsequent operation of said safety device.

In a motor control system, the combination with motor controlling means including a plurality of manual control elements and a. safety device to be operated manually in the intervals between successive motor operations, of means acting upon operation of certain of said elements to disable other of said ele ments pending subsequent operation of said device.

i. In a motor control system, the combina tion with motor controlling means affording different predetermined motor operations selectively and including a plurality of ts of manual starting elements and a safety device to be operated manually in the intervals between successive motor operations, of means acting upon operation of any element of one of said sets to disable all elements of another of Said sets pending subsequent operation of said safety device.

5. In a motor control system, the combination with motor controlling means including a plurality of manual starting switches and a safety switch to be operated in the intervals between successive motor operations, of a relay controlled by certain of said starting switches and said safety switch jointly to disable other of said starting switches during certain motor operations.

6. In a motor control system, the combination with motor controlling means including aplurality of manual starting switches and a safety switch to be operated in the intervals between successive motor operations, of a relay responsive to disable certain of said starting switches, said relay having its windmg connected across the line through a resistance and said safety switch and having a short-circuit for its winding including contacts of other of said starting switches and contacts of said relay.

7 In a motor control system for elevators, the combination with motor controlling means including a plurality of manual start ing switches and a car door switch, of means rendered effective upon operation of certain of said starting switches to disable other of said starting switches pending subsequent operation of said car door switch.

8. In a motor control system for elevators, the combination with motor controlling means including a starting switch for mounting within the elevator car, a starting switch for mounting at a landing and a car door switch, of means effective upon operation of said first mentioned starting switch to disable said landing switch pending subsequent operation of said door switch.

9. In a motor control system for elevators,

the combination with motor controlling means including a starting switch for mounting within the elevator car, a starting switch for mounting at a landing and a car door switch, of a relay responsive to disable said landing switch, said relay having its winding connected across the line through a resistance and said door switch and having a short-circuit including contacts of said starting switch within the car and contacts of said relay.

10. In a motor control system for elevators, the combination with motor controlling means including a set of landing switches and a set of car switches for starting and further including a door switch, of means acting upon operation of any one of said car switches to disable all of said landing switches pending subsequent operation of said door switch.

11. In a motor control system for elevators, the combination with motor controlling means including a set of landing switches and a set of car switches for starting and further including a door switch, of a relay responsive to disable all of said landing switches, said relay having a winding connected across the line through a resistance and said door switch and having a shortcircuit for said winding including contacts of all of said car switches and contacts of said relay.

1:2. In a motor control system for elevators, the combination with motor controlling means including a set of landing switches and a set of car switches for starting and further including a door switch, of an electrorcsponsive relay having a plurality of normally closed contacts and having its winding connected across the line through said,

door switch and a short circuit for said winding including contacts of all of said car switches and certain ot'said relay contacts, said relay being responsive upon operation of any one of said car switches and thereupon functioning through certain of its contacts to disable all of said landing switches and through other of its contacts to maintain said short circuit for its winding interrupted pending subsequent operation of said door switch.

In witness whereof, I have hereunto subscribed my name.

WALTER J. NEUSTEDTER. 

